U.S. patent number 10,519,614 [Application Number 15/633,540] was granted by the patent office on 2019-12-31 for system and method for automated deployment of a passenger boarding bridge.
This patent grant is currently assigned to TEH BOEING COMPANY. The grantee listed for this patent is The Boeing Company. Invention is credited to John W. Glatfelter, Brian D. Laughlin.
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United States Patent |
10,519,614 |
Glatfelter , et al. |
December 31, 2019 |
**Please see images for:
( Certificate of Correction ) ** |
System and method for automated deployment of a passenger boarding
bridge
Abstract
A system and method for controlling the movement of an
extendible bridge structure has proximity sensors coupled to a
distal end thereof and includes a first movement mechanism for
extension and retraction thereof. A processor receives signals from
the proximity sensors and, based thereon, selectively generates and
provides control signals to the first movement mechanism to
automatically extend the structure to a predetermined position
against a vehicle positioned in a predetermined area. A flexible
boot is attached to the distal end of the structure. The processor
generates and provides control signals to a second movement
mechanism coupled to the flexible boot to extend the flexible boot
against the vehicle. The processor also monitors and identifies any
changes in a positional relationship between the flexible boot and
the vehicle after initial extension thereof and provides generated
control signals to the first movement mechanism to restore the
structure to the predetermined position.
Inventors: |
Glatfelter; John W. (Kennett
Square, PA), Laughlin; Brian D. (Wichita, KS) |
Applicant: |
Name |
City |
State |
Country |
Type |
The Boeing Company |
Chicago |
IL |
US |
|
|
Assignee: |
TEH BOEING COMPANY (Chicago,
IL)
|
Family
ID: |
64692102 |
Appl.
No.: |
15/633,540 |
Filed: |
June 26, 2017 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20180371712 A1 |
Dec 27, 2018 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64F
1/3055 (20130101); B64F 1/305 (20130101); E01D
15/005 (20130101); E01D 15/24 (20130101) |
Current International
Class: |
B64F
1/00 (20060101); E01D 15/00 (20060101); B64F
1/305 (20060101) |
Field of
Search: |
;14/69.5-71.5 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Addie; Raymond W
Attorney, Agent or Firm: Moore IP Law
Claims
What is claimed is:
1. A system for controlling a first actuator that actuates an
extendible bridge structure and a second actuator that actuates an
extendible cover mounted on a distal end of the extendible bridge
structure for engaging a vehicle, the system comprising: a receiver
configured to receive sensor data from one or more proximity
sensors; and a processor configured to: detect a position of the
vehicle; in response to determining that the vehicle is stationary,
send a first control signal to the first actuator to cause the
distal end of the extendible bridge structure to extend toward the
vehicle; determine, based on the sensor data received from the one
or more proximity sensors, a distance from the distal end of the
extendible bridge structure to the vehicle; compare the distance to
a target distance; and in response to determining that the distance
satisfies the target distance: sending a second control signal to
the first actuator to cause the distal end of the extendible bridge
structure to stop extending toward the vehicle; sending a third
control signal to the second actuator to cause the extendible cover
to extend against the vehicle; determining a second distance from
the extendible cover and the vehicle based on second sensor data
received from the one or more proximity sensors; and sending a
fourth control signal to the second actuator to stop extending
toward the vehicle based on the second distance.
2. The system of claim 1, wherein the processor is further
configured to: determine, based on the sensor data from the one or
more proximity sensors, a change in an elevational position of the
extendible cover relative to the vehicle after the extendible cover
has been extended against the vehicle; and send a fifth control
signal, based on the determination of a change in the elevational
position, to adjust the distal end of the extendible bridge
structure in a vertical direction.
3. The system of claim 1, wherein the processor is further
configured to: receive a retraction signal to initiate retraction
of the extendible bridge structure; and send, in response to
receiving the retraction signal, a fourth fifth control signal to
the first actuator to cause the distal end of the extendible bridge
structure to retract away from the vehicle.
4. The system of claim 1, wherein the fourth control signal is sent
responsive to the second distance indicating that the extendable
cover is flush against the vehicle.
5. The system of claim 1, further comprising an antenna coupled to
the processor, wherein the processor is further configured to
receive an activation signal via the antenna, wherein the
extendible bridge structure is extended towards the vehicle in
response to the activation signal.
6. The system of claim 1, further comprising: a network interface
card coupled to the processor and having an external interface
coupled to a computer network; and wherein the processor is
configured to send the first control signal in response to an
initiation signal received over the computer network via the
network interface card.
7. The system of claim 1, wherein the one or more proximity sensors
includes a first proximity sensor coupled to the extendable cover,
and wherein the first proximity sensor moves when the extendable
cover extends.
8. A system for controlling a first actuator that actuates an
extendible passenger boarding bridge having a cabin and a second
actuator that actuates a flexible boot mounted on a distal end of
the cabin for engaging an aircraft, the system comprising: a
receiver configured to receive sensor data from one or more
proximity sensors; and a processor configured to: detect a position
of the aircraft; in response to determining that the aircraft is
stationary, send a first control signal to the first actuator to
cause the cabin of the extendible passenger boarding bridge to
extend toward the aircraft; determine, based on the sensor data
received from the one or more proximity sensors, a distance from
the cabin to the aircraft; compare the distance to a target
distance; and in response to determining that the distance
satisfies the target distance: send a second control signal to the
first actuator to cause the first actuator to stop extending the
cabin; send a third control signal to the second actuator to cause
the flexible boot to extend against the aircraft; determine a
second distance from the flexible boot and the aircraft based on
second sensor data received from the one or more proximity sensors;
and send a fourth control signal to the second actuator to stop
extending toward the aircraft based on the second distance.
9. The system of claim 8, wherein the processor is further
configured to: determine, based on the sensor data from the one or
more proximity sensors, a change in an elevational position of the
flexible boot relative to the aircraft after the flexible boot has
been extended against the aircraft; and send a fifth control
signal, based on the determination of a change in the elevational
position, to adjust the flexible boot in a vertical direction.
10. The system of claim 8, wherein the processor is further
configured to: receive a retraction signal to initiate retraction
of the extendible passenger boarding bridge; and send, in response
to receiving the retraction signal, a fourth fifth control signal
to the first actuator to cause the cabin to retract away from the
aircraft.
11. The system of claim 8, wherein the processor is further
configured to detect, based on the sensor data from the one or more
proximity sensors, the aircraft at a predetermined distance from
the extendible passenger boarding bridge, wherein the cabin is
extended towards the aircraft in response to detection of the
aircraft.
12. The system of claim 8, further comprising an antenna coupled to
the processor, wherein the processor is further configured to
receive an activation signal via the antenna, and wherein the cabin
is extended towards the aircraft in response to the activation
signal.
13. The system of claim 8, further comprising: a network interface
card coupled to the processor and having an external interface
coupled to a computer network; and wherein the processor is
configured to send the first control signal in response to an
initiation signal received over the computer network via the
network interface card.
14. The system of claim 8, wherein the one or more proximity
sensors comprise vision sensors, radar sensors, optical sensors,
light detection and ranging (LIDAR) sensors, passive radio
frequency identification (RFID) sensors, active RFID sensors, or
Blue-Tooth.RTM. sensors.
15. A method for controlling a first actuator that actuates an
extendible passenger boarding bridge and a second actuator that
actuates a flexible boot mounted on a distal end of the extendible
passenger boarding bridge for engaging a vehicle, the method,
comprising: detecting a position of the vehicle; in response to
determining that the vehicle is stationary, sending a first control
signal to the first actuator to cause the distal end of the
extendible passenger boarding bridge to extend toward the vehicle;
determining, based on sensor data received from one or more
proximity sensors, a distance from the distal end of the extendible
passenger boarding bridge to the vehicle; comparing the distance to
a target distance; and in response to determining that the distance
satisfies the target distance: sending a second control signal to
the first actuator to cause the distal end of the extendible
passenger boarding bridge to stop extending toward the vehicle;
sending a third control signal to the second actuator to cause the
flexible boot to extend against the vehicle; determining a second
distance from the flexible boot and the vehicle based on second
sensor data received from the one or more proximity sensors; and
sending a fourth control signal to the second actuator to stop
extending toward the vehicle based on the second distance.
16. The method of claim 15, further comprising: determining, based
on the sensor data from the one or more proximity sensors, a change
in an elevational position of the flexible boot relative to the
vehicle after the flexible boot has been extended against the
vehicle; and sending a fifth control signal, based on the
determination of a change in the elevation position, to adjust the
flexible boot in a vertical direction.
17. The method of claim 15, further comprising: receiving a
retraction signal to initiate retraction of the extendible
passenger boarding bridge; and in response to receiving the
retraction signal, sending a fourth fifth control signal to the
first actuator to retract the extendible passenger boarding bridge
away from the vehicle.
Description
FIELD
This disclosure relates generally to a system and method for
automated deployment and positioning of a passenger boarding
bridge.
BACKGROUND
The ability to rapidly load and unload passengers from commercial
aircraft is a constant concern to commercial airlines and airport
management. An increase in commercial airline use by the traveling
public places more stress on the finite capabilities of airports to
handle increasing passenger traffic. To handle this increasing
passenger traffic, an increasing number of arriving and departing
aircraft are scheduled to operate at airports having a limited
number of gates. To better move the increasing passenger traffic
with more aircraft requires a significant improvement in the
ability to timely unload and then load passengers, thereby reducing
the disembarking and embarking times of the aircraft (the "turn
time").
A "passenger boarding bridge" is an enclosed, movable connector
which typically extends from an airport terminal gate to an
aircraft, or from a port to a ship, allowing passengers to board
and disembark without having to go outside and be exposed to the
elements. A passenger boarding bridge is alternatively called a jet
bridge, jetway, gangway, aerobridge/airbridge, air jetty, portal,
or skybridge. At most airports, the passenger boarding bridge
associated with each gate is movable, extending into position to
mate with the aircraft once the aircraft is parked at the gate and
retracting once disembarking and/or boarding is complete.
Each passenger boarding bridge typically includes a walkway portion
and a cabin at the end adjacent to the aircraft. The cabin may be
raised or lowered, extended or retracted, and may pivot, to
accommodate aircraft of different sizes. In addition, a flexible
boot is mounted to the cabin which is extended against the aircraft
once the cabin is in position to eliminate any gaps between the
aircraft and cabin and maintain passenger safety in boarding and
disembarking. The positioning of the cabin and the flexible boot is
controlled manually at an operator's station in the cabin by an
airport employee. It often can take a significant amount of time
for an airport employee to position the passenger boarding bridge
once an aircraft is parked at the gate (e.g., during busy times at
the airport), leading to delays in disembarking and subsequent
boarding and adversely affecting turn time. In addition, as an
aircraft is unloaded and then reloaded, the change in weight can
cause the aircraft to shift position significantly vertically,
causing gaps to form between the aircraft and the cabin/flexible
boot and requiring repositioning of the cabin and/or flexible
boot.
Accordingly, there is a need for a system and method for deployment
and positioning of a passenger boarding bridge which overcomes the
problems recited above.
SUMMARY
In a first aspect, a system for controlling the movement of an
extendible bridge structure has one or more proximity sensors
coupled to a distal end of the extendible bridge structure. The
system also has a first movement mechanism for extending and
retracting the extendible bridge structure. Finally, the system has
a processor for receiving signals from the one or more proximity
sensors and, based thereon, selectively generating and providing
control signals to the first movement mechanism to automatically
extend the extendible bridge structure to a predetermined position
against a vehicle positioned in a predetermined area.
In one further embodiment, a flexible boot may be attached to the
distal end of the extendible bridge structure. The processor may
generate and provide control signals based on the received signals
to a second movement mechanism coupled to the flexible boot to
extend the flexible boot against the vehicle. Still further, the
processor may monitor and identify, based on the signals from the
proximity sensors, any changes in a positional relationship between
the flexible boot and the vehicle after the flexible boot is
initially extended against the vehicle. The processor may also
generate control signals, based on any identified changes in the
positional relationship, to restore the extendible bridge structure
to the predetermined position against the vehicle. Finally, the
processor may provide the generated control signals to the first
movement mechanism.
In another further embodiment, the processor may receive a
retraction signal to initiate retraction of the extendible bridge
structure and provide, based on receipt of the retraction signal,
control signals to the first movement mechanism to retract the
extendible bridge structure away from the vehicle to a
predetermined initial position.
In yet another further embodiment, one or more position sensors may
be coupled to a distal end of the extendible bridge structure. The
processor may receive signals from the position sensors,
determines, based on the signals from the position sensors, when a
vehicle comes to rest in the predetermined area, and, based on such
determination, initiates the automatic extension of the extendible
bridge structure.
In yet another further embodiment, an antenna may be coupled to the
processor, The processor may receive an activation signal via the
antenna and, based on such activation signal, initiate the
automatic extension of the extendible bridge structure.
In a still further embodiment, a network interface card may be
coupled to the processor, the network interface card having an
external interface coupled to a computer network. The processor may
initiate the automatic extension of the extendible bridge structure
based on an initiation signal received over the computer network
via the network interface card.
Finally, the proximity sensors may be vision sensors, radar
sensors, optical sensors, LIDAR sensors, passive RFID sensors,
active RFID sensors, or blue-tooth sensors.
In a second aspect, a system for controlling the movement of a
passenger boarding bridge is provided. One or more proximity
sensors are coupled to an outer surface of a cabin mounted at a
distal end of the passenger boarding bridge. A first movement
mechanism for extending and retracting the cabin is provided at the
distal end of the passenger boarding bridge. A processor receives
signals from the one or more proximity sensors and, based thereon,
selectively generates and provides control signals to the first
movement mechanism to automatically extend the cabin to a
predetermined position against an aircraft positioned in a
predetermined area.
In a third aspect, a method for controlling the movement of an
extendible bridge structure having a first movement mechanism for
extending and retracting the extendible bridge structure. A signal
is received to initiate extension of the extendible bridge
structure. Signals are received from one or more proximity sensors
coupled to a distal end of the extendible bridge structure. Control
signals are generated and provided based on the received signals to
the first movement mechanism to extend the extendible bridge
structure to a predetermined position against a vehicle positioned
in a predetermined area.
In one further embodiment, a flexible boot may be attached to the
distal end of the extendible bridge structure. Control signals may
be generated and provided based on the received signals to a second
movement mechanism coupled to the flexible boot to extend the
flexible boot against the vehicle. Further, based on the signals
from the proximity sensors, any changes in a positional
relationship between the flexible boot and the vehicle after the
flexible boot is initially extended against the vehicle may be
monitored and identified. Control signals may be generated, based
on any identified changes in the positional relationship, to
restore the extendible bridge structure to the predetermined
position against the vehicle. The generated control signals may be
provided to the first movement mechanism. Finally, a retraction
signal may be received to initiate retraction of the extendible
bridge structure. Based on the retraction signal, control signals
may be provided to the first movement mechanism to retract the
extendible bridge structure away from the vehicle to a
predetermined initial position.
The features, functions, and advantages that have been discussed
can be achieved independently in various embodiments or may be
combined in yet other embodiments, further details of which can be
seen with reference to the following description and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
The following detailed description, given by way of example and not
intended to limit the present disclosure solely thereto, will best
be understood in conjunction with the accompanying drawings in
which:
FIG. 1 is a block diagram of an automated deployment system for a
passenger boarding bridge according to an embodiment of the present
disclosure;
FIG. 2A is a diagram of the automated deployment system for a
passenger boarding bridge with the passenger bridge in a retracted
position according to an embodiment of the present disclosure;
FIG. 2B is a diagram of the automated deployment system for a
passenger boarding bridge with the passenger bridge in an extended
position according to an embodiment of the present disclosure;
FIG. 3A is a diagram illustrating a first set of monitored gaps
between the passenger boarding bridge and an aircraft for use with
the automated deployment system of the present disclosure;
FIG. 3B is a diagram illustrating a second set of monitored gaps
between the passenger boarding bridge and an aircraft for use with
the automated deployment system of the present disclosure;
FIG. 3C is a diagram illustrating a third set of monitored gaps
between the passenger boarding bridge and an aircraft for use with
the automated deployment system of the present disclosure; and
FIG. 4 is a flowchart of the automated deployment system for a
passenger boarding bridge according to an embodiment of the present
disclosure.
DETAILED DESCRIPTION
In the present disclosure, like reference numbers refer to like
elements throughout the drawings, which illustrate various
exemplary embodiments of the present disclosure.
The present disclosure is addressed to an automated deployment
system for a passenger boarding bridge that enables the movable
bridge structure to move toward a parked aircraft in a safe manner
until fully docked. This system streamlines the process of
accurately positioning the cabin of the passenger boarding bridge
adjacent to the aircraft and automatically adapts to the numerous
different types of aircraft in use. Because the system employs
sensors for determining positioning information, the system also
ensures that no inadvertent contact with adjacent infrastructures
and other movable obstacles (e.g., parked vehicles) will occur when
deploying the passenger boarding bridge. The use of such sensors
ensure that the passenger boarding bridge is consistently and
accurately docked to each aircraft in an efficient manner and
without any need for repositioning and the subsequent additional
delay in turn time caused by such repositioning. In addition, an
aircraft can move up and down vertically significantly while parked
at a gate as the loaded weight of the aircraft changes while being
unloaded and then loaded again (of both cargo and passengers). The
system and method of the present disclosure continuously monitors
the position of the cabin against the aircraft and, based on that
monitoring, moves the cabin to maintain a close position as the
aircraft moves vertically up and down during disembarking and
boarding. This capability thus improves the safety of passengers
and crew during boarding or disembarking by eliminating any gaps
that might occur between the aircraft and the cabin as the aircraft
is unloaded. Furthermore, since the movement patterns of the cabin
as it is extended and retracted are repeatable and predictable
given the automated control of such movement, less space is
required and other service vehicles may use areas located closer to
the aircraft, making servicing the aircraft faster and easier.
Referring now to FIG. 1, a system 100 for the automated deployment
of a passenger boarding bridge is shown in block diagram format.
System 100 includes a main processor 101 that is coupled to a
passenger boarding bridge position controller 102, which in turn is
coupled to a passenger boarding bridge movement mechanism 103. The
passenger boarding bridge movement mechanism 103 includes all the
motors (or other drive elements) and steering elements necessary to
cause the cabin (e.g., cabin 201 in FIGS. 2A and 2B) of the
passenger boarding bridge (e.g., passenger boarding bridge 200 in
FIGS. 2A and 2B) to move in three dimensions, i.e., to extend and
retract (horizontally) towards and away from an aircraft (e.g.,
aircraft 210 in FIGS. 2A and 2B), to move up and down vertically
with respect to the aircraft, and to move right and left
horizontally in a direction perpendicular to the aircraft.
Passenger boarding bridge position controller 102 receives signals
from the main processor 101 relative to the desired movement of the
cabin and translates such signals to those required by the motors
(or other drive elements) and steering elements forming passenger
boarding bridge movement mechanism 103 to achieve the desired
movement. In some embodiments, passenger boarding bridge position
controller 102 may be incorporated into main processor 101. A
flexible boot 150 is coupled to the distal end of the cabin, and a
separate movement mechanism 160 is coupled to flexible boot 150
which includes the separate motors (or other drive elements) used
to extend (or retract) the flexible boot 150 (shown as flexible
boot 305 in FIG. 3B), based on signals from main processor 101 via
passenger boarding bridge position controller 102, against (or away
from) an aircraft 310 (FIG. 3B).
A set of passenger boarding bridge proximity sensors 106 are
mounted to an exterior surface of the cabin that faces towards the
aircraft (i.e., sensors 106 are mounted to the distal end of the
cabin) and are each coupled to the main processor 101. Each of the
passenger boarding bridge proximity sensors 106 are used to measure
the distance between the aircraft and the cabin. Passenger boarding
bridge proximity sensors 106 may be vision sensors, radar sensors,
optical sensors, LIDAR sensors, passive RFID sensors, active RFID
sensors, blue-tooth sensors or other sensors that can provide a
proximity measurement. In a further embodiment, markers may be
attached to each aircraft to cooperate with the passenger boarding
bridge proximity sensors 106 and ensure that accurate proximity
measurements are generated.
An activation module 104 is also coupled to the main processor 101.
The activation module 104 causes the initiation of the extension of
the passenger boarding bridge towards the aircraft. One or more
aircraft position sensors 105 may be coupled to the activation
module 104. The aircraft position sensors 105 monitor the aircraft
parking area adjacent to the passenger boarding bridge and provide
signals to activation module 104 that allows an automatic
determination when an aircraft has come to rest in the aircraft
parking area. In one alternative embodiment, an antenna 120 may be
coupled to activation module 104 that can receive a signal from a
transmitter in the aircraft indicating that the aircraft has come
to rest in the aircraft parking area. In some embodiments,
activation module 104 may be incorporated into main processor 101
and optional antenna 120 may be coupled directly to processor 101
(via an appropriate receiver, etc.) to provide the activation
signal. In another embodiment, processor 101 is coupled to an
airport network 140 via a network interface card 130 and the
activation signal is received at processor 101 received via a
network communication over network 140 and received by network
interface card 130. This network communication may be communicated
from the control tower or from the aircraft itself (e.g., via a
wireless network interface).
User controls 109 are also coupled to main processor 101. User
controls 109 may be used to disable automatic movement and to
manually position the cabin. User controls 109 can also be used to
initiate the automatic extension and/or the automatic retraction of
the cabin.
A deactivation module 107 is also coupled to main processor 101.
The deactivation model 107 includes sensors mounted on the exterior
surface of the cabin (facing the aircraft) which detect when the
cabin is directly adjacent to the aircraft. The signal from
deactivation module 107 to main processor 101 causes the extension
process phase to stop and initiates the micro-adjustment
positioning phase (as discussed below with respect to FIGS. 3A to
3C and 4).
In a further embodiment, one or more cameras 111, 112, 113 may be
mounted on an exterior portion of the cabin to monitor the
extension and retraction of the cabin. The cameras 111, 112, 113
are coupled to a recording module 110 that is, in turn, coupled to
main processor 101. Recording module 110 is preferably activated
based on a signal from main processor 101 (e.g., when extension or
retraction is initiated). Recording the extension and/or retraction
sequence may be used, for example, to enable continuous process
improvement and/or to maintain flight safety records.
In another further embodiment, an auditory feedback module 108 may
be provided which is coupled to the main processor 101 and which
provides an auditory signal during the extension and retraction of
the cabin. Further, an initial different auditory signal may be
provided signaling the initiation of extension or retraction.
Referring now to FIGS. 2A and 2B, a passenger boarding bridge 200
is shown having a cabin 201 in a retracted and extended position,
respectively, with respect to an aircraft 210. A flexible boot 205
is mounted on the periphery of the outer surface of cabin 201
(i.e., the surface facing aircraft 210). In addition, sensors 220
and, optionally as discussed above, cameras 230 are mounted along
the outer surface of cabin 201. Sensors 220 correspond to passenger
boarding bridge proximity sensors 106 in FIG. 1 while cameras 230
correspond to cameras 111, 112, 113 in FIG. 1. Although not shown
separately, sensors 220 may also include the sensors used by
deactivation module 107 as discussed above.
Referring now to FIGS. 3A, 3B, and 3C, system 100 in FIG. 1 uses
sensors (e.g., passenger boarding bridge proximity sensors 106 in
FIG. 1) to track the movement of the cabin at the aircraft end of
passenger boarding bridge 300 as bridge 300 is extended towards an
aircraft 310. There are a number of key spaces (or gaps) that are
monitored by the sensors. In particular, as shown in FIG. 3A, Gap A
320 is the distance between the outer edge of the cabin of
passenger boarding bridge 300 and the outer surface of aircraft
310. In addition, as shown in FIG. 3B, Gap B 330 is the distance
between the upper portion of a flexible boot 305 mounted to the
outer edge of the cabin of the passenger boarding bridge 300 and
the aircraft 310. Further, Gap C 340 is the distance between the
middle portion of flexible boot 305 (in a retracted position) and
aircraft 310. Finally, Gap D 350 is the distance between the bottom
portion of flexible boot 305 and aircraft 310. Finally, as shown in
FIG. 3C, Gap F 360 is the distance between the actual upper edge of
flexible boot 305 and the expected position on the aircraft for the
upper edge of flexible boot 305. Gap G 370 is the distance between
the actual middle edge of flexible boot 305 and the expected
position on the aircraft for the upper edge of flexible boot 305.
Gap H is the distance between the actual lower edge of flexible
boot 305 and the expected position on the aircraft for the lower
edge of flexible boot 305. The expected position may be determined,
for example, by the relationship of markings on the aircraft and
the initial position of flexible boot 305 after docking is complete
(i.e., the initial extension process including the extension of the
flexible boot). Alternatively, the expected position may be
determined using geometric methods such as an RMS best-fit analysis
of lateral, vertical, and longitudinal sensors to the body of the
aircraft or a vision-driven shape analysis of the aircraft door to
determine positive target location based on proximity sensor
input.
Referring now to FIG. 4, a flowchart 400 is shown that demonstrates
the operation of system 100 in FIG. 1. The deployment (extension)
of the cabin of the passenger boarding bridge is initiated at step
405. As discussed above, deployment may occur automatically based
on input from aircraft position sensors 105 (which detect when the
aircraft comes to rest at the gate). In one alternative, deployment
may be initiated by a control signal transmitted from the aircraft.
In another alternative, deployment may be initiated based on an
airport worker's manual entry of a command at the user controls in
the cabin of the passenger boarding bridge. As one of ordinary
skill in the art, a system may provide one or more of such
deployment methods in practice, depending the application. After
initiation of deployment, the cabin of the passenger boarding
bridge is moved towards the aircraft at step 410. During this
movement process, the proximity sensors used to measure Gap A 320
and Gap C 340 (FIGS. 3A and 3B) are monitored, step 420. At
decision block 420, it is determined whether Gap A 320 and Gap C
340 has reached the desired final position (e.g., within a
predetermined distance from the aircraft). If not, the movement of
the cabin (step 410) and monitoring of Gap A 320 and Gap C 340
continues. If so, processing moves to step 425 where the flexible
boot 305 (e.g., FIG. 3B) is extended toward the aircraft 310.
During this extension process, the proximity sensors used to
measure Gap B 320, Gap C 340, and Gap D 350 (FIG. 3B) are
monitored, step 430. At decision block 420, it is determined
whether flexible boot 305 is flush against aircraft 310. If not,
steps 425 and 430 are repeated. If so, the main extension phase is
complete and the passenger disembarking process may begin.
According to flowchart 400 in FIG. 4, processing next moves to the
micro-adjustment phase that is discussed briefly above. The
micro-adjustment phase operates continuously until boarding is
complete and the initiation of the retraction of passenger boarding
bridge. During this micro-adjustment phase, Gap F 360, Gap G 370,
and Gap H 380 are monitored to ensure that the flexible boot 305
remains flush against aircraft 310 (step 440). Since Gap F 360, Gap
G 370, and Gap H 380 are expected to be at a minimum when step 440
is first initiated and to increase as passengers disembark and
cargo is unloaded from aircraft 310, the cabin position of
passenger boarding bridge 300 is adjusted at step 445 to minimize
Gap F 360, Gap G 370, and Gap H 380. Note that this process repeats
while the micro-adjust phase is activated (shown as the loop of
decision block 450 in flowchart 400). Normally, the micro-adjust
phase operates continuously during disembarking and subsequent
loading of passengers and cargo, since the aircraft will typically
move up vertically during the disembarking (and unloading) stage as
the weight of the aircraft drops and may move down vertically
during the loading stage as the weight of the aircraft increases.
The micro-adjust stages is deactivated when the aircraft is ready
for take-off.
Although FIGS. 1 to 4 discuss a particular application of the
system and method of the present disclosure for use in the
passenger boarding bridges used to dock with aircraft in airport
terminals, the system and method of the present disclosure has
application in many other areas, including, for example, in
terminals where passenger ferries and cruise ships dock. In fact,
the system and method of the present disclosure can be used to
enhance the operation of any extendible bridge structure, such as
those used to unload cargo ships, for example. Furthermore, while
the present disclosure has been particularly shown and described
with reference to the preferred embodiments and various aspects
thereof, it will be appreciated by those of ordinary skill in the
art that various changes and modifications may be made without
departing from the spirit and scope of the disclosure. It is
intended that the appended claims be interpreted as including the
embodiments described herein, the alternatives mentioned above, and
all equivalents thereto.
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